EP2419615B1 - Charge air duct for an internal combustion engine - Google Patents

Description

The invention relates to a charge air duct for an internal combustion engine according to the preamble of claim 1.

DE 10 2007 040 661 A1 describes a suction pipe for an internal combustion engine, in which a coolant flowed through heat exchanger for cooling charge air is integrated. By means of a first adjusting flap, a charge air flow can be directed through the heat exchanger or a bypass channel. A second, separate damper also fulfills the function of a throttle valve.

FR 2 920 853 A1 discloses a suction pipe for a supercharged internal combustion engine with a charge air cooler and a bypass channel bypassing this. With a rotatable roller, the charge air flow is set into the charge air cooler in a first position and into the bypass channel in a second position. In a further position of the roller, the charge air flow can be throttled.

WO 2005/033489 A1 discloses a charge air cooler consisting of a heat exchanger block with pipes through which charge air can flow, wherein a part of the pipes can be closed by means of a shut-off device arranged in the air box.

J It is the object of the invention to provide a charge air duct with a heat exchanger for cooling the charge air, which allows simple adaptation to different operating situations.

This object is achieved according to the invention for a charge air duct mentioned above with the characterizing features of claim 1. By integrating the functions, it is possible to adapt the charge air guidance to different operating conditions by means of only one single actuator. In particular, in the case of a diesel engine, these are normal operation (exhaust gas ducting via the heat exchanger), cold start operation (exhaust gas passage through the bypass) and throttling operation (for example for regeneration of a diesel engine) Particulate filter and / or stopping the engine). In the context of the invention, charge air is understood as meaning compressed air both with and without admixtures of recirculated exhaust gas. The invention is Preferably used in diesel engines, but can be used depending on the requirements for gasoline engines or other internal combustion engines.

In a generally preferred embodiment of the invention, the charge air duct is designed as a suction pipe of the internal combustion engine. In this way, a compact integrated unit with heat exchanger and actuator is provided, which can be attached directly to a cylinder head of the engine and allows cooling and mode of operation different charge air guide.

According to the invention, the actuator is arranged in a preferably substantially cylindrical channel, wherein charge air flow in the region of the channel is deflected by approximately 90 °. Such an arrangement of the actuator allows large charge air flow rates with a small space-saving design.

According to the invention, it is provided that the actuator is designed as a roller rotatable about an axis. This allows a compact and reliable design. The roller may, for example, be designed as a hollow roller, wherein the charge air flow enters the roller in the axial direction and exits through a radial opening in the roller wall. Depending on the position of the roller in the direction of rotation thereby covers the opening completely, partially or not at all with a supply to the heat exchanger or an opening of the bypass.

Further preferably, the actuator has a blocking surface, wherein the blocking surface has a geometric structure for reducing the passage cross-section. Such a geometric structure may be as a toothed edge of the actuator, for example, an edge of the opening a hollow roller, be formed or as defined openings in the region of the edge. The wall of the hollow roller forms the blocking surface. In this way, in particular, a precise adjustment of a passage cross-section can be effected by means of the actuator. In addition, it is made possible by the geometric structure to create a non-linear relationship between the passage cross-section and a movement of the actuator. The actuator is particularly well suited by such measures as a throttle valve of a gasoline engine, in which there are generally very high demands on the accuracy of the set passage cross-section.

In a compact and effective design of a charge air duct according to the invention, the housing has a deflection region for the U-shaped deflection of the charge air, wherein the deflection region is arranged in a preferred detailed design downstream of the heat exchanger and upstream of another heat exchanger. In addition to a good use of the space available in the engine compartment, a two-stage design of the intercooler can also be carried out by separate heat exchangers. Alternatively, the heat exchanger and the further heat exchanger may also be different sections of a single heat exchanger.

Generally preferred, the housing is constructed from at least two housing parts. The housing parts can be welded together after assembly or bolted or otherwise fixed to each other. The housing parts may preferably consist of a plastic, for example a polyamide.

For further optimization, a tie rod is provided on the housing, wherein a stiffening of a housing wall in the region of a seal of the actuator is effected by the tie rod. This will also under vibration and / or high temperatures and pressures prevents leakage in the area of the seal.

In an advantageous detailed design, the actuator slidably abuts against at least one seal in order to prevent a leakage flow of the charge air through a path which is undesirable depending on the position of the actuator. Appropriately, the seal may be cast on the housing.

Generally advantageous, the housing is formed at least partially multi-walled, wherein in a possible detail design, a coolant flows between the housing walls. Alternatively or in addition to the flow with a coolant, a heat protection plate, for example made of metal, may be provided. In general, this allows the use of inexpensive plastics such as polyamides for the housing, even if in certain areas charge air temperatures of over 200 ° C occur.

In a further embodiment of the invention, the housing via two in particular parallel rows of fittings on the internal combustion engine can be fixed, wherein in a preferred, but not necessary detail design at least one of the screw passes through a part of the housing. As a result, a determination, for example, on the gas inlet side flange of the engine under very little tension allows.

In a generally preferred variant, the heat exchanger is arranged between the parallel rows of screw connections, so that it is arranged to save space and is well supported against vibrations.

In a preferred embodiment of the invention, a further heat exchanger is also provided, so that at a given cooling capacity a optimal adaptation to the space is possible. In a first alternative detailed design of the further heat exchanger is also arranged between the rows of fittings, so that an overall particularly stable and compact arrangement is given. Depending on the requirements of the installation space, however, the second heat exchanger may also be arranged outside the rows of screw connections, for example above an upper screw connection row or below a lower screw connection row. In addition, this allows a greater height of the arranged outside the bolting heat exchanger. In general, it is advantageous in all the arrangements mentioned that no screw connection penetrates the area of the network or the active cooling surface of a heat exchanger, since this is rather expensive to implement for many types of heat exchangers.

Depending on the space requirements preferred modifications, the heat exchangers may either have a different length or a same length transverse to the flow direction. An equal length is advantageous with respect to a common part concept and to a homogenization of the flow resistance at the heat exchangers. A design with different heat exchanger length allows a particularly optimal utilization of given installation space.

Generally advantageous in the interests of a compact, short construction embodiment, it is provided that the charge air flow to the upstream of the two heat exchangers and before the downstream of the two heat exchangers, a deflection, in particular by 80 ° experiences. In an advantageous development of the charge air flow can experience a further deflection after the downstream of the two heat exchangers. In a first detailed design, this may take the form of a guide bent around the actuator. at an alternative or complementary detail design, the deflection takes place by at least 90 °. The sequence of deflections can form a total of, for example, a U-flow heat exchanger or an S-flow heat exchanger. The direction of rotation of the baffles of the charge air flow can change the sign in both of the aforementioned detailed designs in the course of the charge air duct, whereby a good mixing of the air leaving the heat exchanger is achieved with little or no pressure drop existing.

In preferred embodiments of the invention, the number of screw connections is either four, preferably for connection to a three-cylinder engine, or five, preferably for connection to a four-cylinder engine. As a result, the number of screws is kept as low as possible, at the same time a tension-free and secure mounting of the charge air duct is given to the engine.

For easy and safe installation, it is provided that a recess for the housing by cross-bolt material is integrally formed integrally with the housing. Depending on the space, the recess may be formed in the form of a groove or a tunnel, wherein both variants may be present on the same charge air duct. The production of such a recess can take place in the course of an injection molding process, with which a part or the entire housing is made of plastic. In principle, a different housing material than plastic, for example aluminum, is conceivable.

In a generally preferred embodiment, the heat exchanger comprises a stack of flat tubes, wherein the flat tubes are flowed through by a cooling fluid and are flowed around by the charge air. The flat tubes can be roughly between an upper and a be arranged lower box. Preferably, one of the boxes is provided with both connections for the coolant flowing through the flat tubes. Flat tubes, optionally provided between the flat tubes ribs, boxes and depending on the requirements, the coolant connections can be soldered as a co-casseted aluminum heat exchanger in a soldering oven.

In a generally preferred embodiment, a throttle member is provided in addition to the actuator. Particularly preferred is the throttle member a complete shut-off of the charge air adjustable. Such a complete shut-off can serve, for example, the safe shutdown of a diesel engine. In addition, the throttle member may provide support for the provision of a sufficient negative pressure, for example for an exhaust gas recirculation in the partial load range. In general, this can be dispensed with the possibility of a strong throttling or even a complete shut-off of the charge air flow on the part of the actuator, which reduces the structural complexity with respect to a sealing of the actuator. In particular, in training of the actuator in roll shape, its construction can be kept simple thereby.

In an advantageous embodiment of the invention, the throttle member has an electrically controllable actuator, which is provided in addition to an electrically controllable actuator of the actuator. In a preferred, but not necessary, development, the electrically controllable actuators of the throttle member and the actuator are directly electrically coupled. As a result, can be dispensed with a separate control, for example via a control signal bus, which, for example, a power amplifier can be saved. Such electrical coupling can be done in a simple manner, such as by means of a contact switch. Upon reaching a closed position (or Opening) of the actuator, for example, the contact switch could be run over (or released), so that thereby the actuator of the throttle member for the purpose of fully closing (opening) of the throttle member is operated directly.

In an alternative embodiment of the invention, the throttle member and the actuator are interconnected by means of a coupling mechanism. This makes it possible to dispense with a separate drive or actuator of the throttle member. By the coupling mechanism, for example, a method of the actuator by means of sliding blocks, links, shafts and / or other mechanical elements is transmitted to the throttle member. The mechanism may, for example, be designed so that only a last path section in the course of a closure of the actuator leads to a closing of the throttle member, while the throttle member is open over the majority of a movement of the actuator.

Quite generally, with respect to the drive of the adjustment of actuator and throttle member may be any arrangement depending on the given requirements, in particular by means of two separate electric actuators, by means of one or two mechanical actuators (eg vacuum unit) or by means of a particular electric actuator with a coupling mechanism mentioned above ,

In a further embodiment of the invention, a further heat exchanger is provided downstream of the heat exchanger, wherein in the second position, the charge air is guided bypassing the heat exchanger through the bypass and subsequently flows through the further heat exchanger. In a preferred, but not necessary detailed design, the heat exchanger is a high-temperature heat exchanger and the further heat exchanger is a low-temperature heat exchanger. A high-temperature heat exchanger is traversed typically by engine coolant from normal operating temperatures of eg 90 ° C, while the low-temperature heat exchanger is flowed through by colder coolant, for example a low-temperature branch of the cooling system. Overall, this can be prevented by the fact that under operating conditions such as a partial load range with warm engine, the charge air would first be heated by the first heat exchanger. In the partial load range, the charge air can leave the compressor with temperatures below the main coolant temperature or below 90 ° C. In this way, the efficiency of the charge air cooling and thus of the internal combustion engine can be improved in the partial load range.

There is a possible, but not necessary, embodiment of the invention in that the charge air duct has only one bypass guided in this way, so that the charge air is always guided at least through the further heat exchanger.

In a further possible embodiment with two heat exchangers, it is advantageously provided that in a fourth position of the actuator, the charge air is guided from the inlet to a second bypass, wherein the second bypass opens downstream of the further heat exchanger. This makes it possible to set a complete bypass of the heat exchanger and the intercooler under appropriate operating conditions such as a cold start. This may particularly preferably take place in conjunction with an exhaust gas recirculation, so that a particularly critical accumulation of condensate at the heat exchangers, especially under cold start conditions, can be avoided.

Depending on the requirements of the installation space, it may be provided in an embodiment with two heat exchangers that the Actuator is arranged substantially in a plane with the two heat exchangers, in particular also in a plane with the outlet of the charge air duct. In such an arrangement, the guidance of fittings for fixing the charge air duct to the internal combustion engine is particularly easy to implement.

In this alternative embodiment, it can also be provided that the two heat exchangers and the outlet are arranged substantially in one plane, wherein the actuator outside this plane, in particular completely above or completely below the plane, is arranged. Such a design is particularly compact and short construction, so that the space available in many cases in addition to the internal combustion engine for a charge air duct space can be optimally used.

Further advantages and features of the invention will become apparent from the embodiment described below and from the dependent claims.

Fig. 1

zeigt eine schematische räumliche Darstellung eines erfindungsgemäßen Ladeluftkanals.

Fig. 2

zeigt eine schematische Schnittansicht durch den Ladeluftkanal aus Fig. 1 in einer ersten Stellung eines Stellglieds.

Fig. 3

zeigt eine Schnittansicht entlang der Linie A-A aus Fig. 2.

Fig. 4

zeigt den Ladeluftkanal aus Fig. 2 in einer zweiten Stellung eines Stellglieds.

Fig. 5

zeigt den Ladeluftkanal aus Fig. 2 in einer dritten Stellung eines Stellglieds.

Fig. 6a bis Fig. 6d

zeigen eine weitere Ausführungsform der Erfindung in räumlicher Ansicht und in Draufsichten von der Seite, von vorne und von hinten.

Fig. 7a bis Fig. 7d

zeigen eine weitere Ausführungsform der Erfindung in räumlicher Ansicht und in Draufsichten von der Seite, von vorne und von hinten.

Fig. 8a bis Fig. 8d

zeigen eine weitere Ausführungsform der Erfindung in räumlicher Ansicht und in Draufsichten von der Seite, von vorne und von hinten.

Fig. 9

zeigt eine weitere Ausführungsform der Erfindung in räumlicher Ansicht.

Fig. 10a bis 10e

zeigen eine weitere Ausführungsform der Erfindung in zwei räumlichen Ansichten sowie Draufsichten von der Seite, von oben und von vorne.

Fig. 11a bis 11d

zeigen eine weitere Ausführungsform der Erfindung in räumlicher Ansicht und in Draufsichten von oben und von den Seiten.

Fig. 12a bis 12d

zeigen eine weitere Ausführungsform der Erfindung in räumlicher Ansicht und in Draufsichten von oben und von den Seiten.

Fig. 13

zeigt eine Skizze einer Koppelmechanik von Drosselglied und Stellglied einer weiteren Ausführungsform der Erfindung.

Fig. 14

zeigt eine Skizze einer Abwandlung der Koppelmechanik aus Fig. 13.

Fig. 15

zeigt eine auskonstruierte Variante einer Koppelmechanik in Anlehnung an das Beispiel aus Fig. 13.

Hereinafter, an embodiment of the invention will be described and explained in more detail with reference to the accompanying drawings.

Fig. 1

shows a schematic spatial representation of a charge air duct according to the invention.

Fig. 2

shows a schematic sectional view through the charge air duct Fig. 1 in a first position of an actuator.

Fig. 3

shows a sectional view taken along the line AA Fig. 2 ,

Fig. 4

shows the charge air duct Fig. 2 in a second position of an actuator.

Fig. 5

shows the charge air duct Fig. 2 in a third position of an actuator.

Fig. 6a to Fig. 6d

show a further embodiment of the invention in a spatial view and in plan views from the side, from the front and from the back.

Fig. 7a to Fig. 7d

show a further embodiment of the invention in a spatial view and in plan views from the side, from the front and from the back.

Fig. 8a to Fig. 8d

show a further embodiment of the invention in a spatial view and in plan views from the side, from the front and from the back.

Fig. 9

shows a further embodiment of the invention in a spatial view.

10a to 10e

show a further embodiment of the invention in two spatial views and side views, from above and from the front.

Fig. 11a to 11d

show a further embodiment of the invention in a spatial view and in plan views from above and from the sides.

Fig. 12a to 12d

show a further embodiment of the invention in a spatial view and in plan views from above and from the sides.

Fig. 13

shows a sketch of a coupling mechanism of throttle member and actuator of another embodiment of the invention.

Fig. 14

shows a sketch of a modification of the coupling mechanism Fig. 13 ,

Fig. 15

shows a ausgekonstruierte variant of a coupling mechanism based on the example Fig. 13 ,

The charge air duct according to the invention Fig. 1 to Fig. 5 is designed as a suction pipe of an internal combustion engine, in which an existing polyamide housing 1 of the charge air duct encloses a collector region 2, which with a charge air outlet 2a to a Cylinder head of an internal combustion engine, in this case a diesel engine, is flanged.

The housing 1 has an inlet 3, into which the from a compressor, e.g. an exhaust gas turbocharger, compressed and heated charge air flows. In the present case, the inlet 3 has a circular cross-section and extends to form a cylindrical channel 16 in which an actuator 4 designed in the manner of a roller is positioned. The actuator 4 comprises a rotatable by means of an actuator, not shown hollow roller, in the wall of an opening 5 is provided. The wall of the hollow cylinder 4 represents a radially directed outlet opening for the charge air, which initially flows axially into the hollow cylinder 4 after entering the housing and then substantially deflects the hollow roller 4 through the opening 5 by 90 °.

In the cylindrical channel 16 a plurality of passages 12, 13 are provided, with which the opening 5 covered depending on the rotational position. To avoid leakage of charge air, more seals 14 are also arranged in the wall of the cylindrical channel 16, which are formed in the present example as a molded to the housing material sealing strip.

In order to provide the housing 1 and in particular the position of the seals 14 sufficient stability against the charge air pressure and other influences, a tie rod 15 in the vicinity of the cylindrical channel 16 is also provided on the housing 1.

In a first position of the actuator according to Fig. 2 is the opening 5 in register with a first passage 12 in the housing 1. In this case, the charge air flows from the opening 5 of the actuator 4 to a arranged in the housing 1, liquid-cooled heat exchanger 6, the a deflection 7 and after deflection by 180 ° another heat exchanger 8 follows. As it flows through the heat exchanger 6, 8 heat energy of the charge air is discharged to the cooling fluid of the heat exchanger.

Present (see Fig. 1 ), the heat exchangers 6, 8 are formed as different areas or sections of a single heat exchanger insert 9, which has only one inlet 10 and a drain 11 for cooling fluid. Alternatively, however, two separate heat exchangers can be provided, each having an inlet and an outlet for identical or different cooling fluid. In this way, the separate heat exchanger can be operated in particular with cooling fluids of different temperature to increase the efficiency of the intercooler. The design of the charge air duct with respect to the heat exchanger can also be referred to as a U-flow cooler.

After exiting the further heat exchanger 8, the charge air flows through the collector area and then enters the internal combustion engine.

In a second position of the hollow cylinder 4 according to Fig. 4 the way to the first passage 12 is closed by the wall of the hollow roller as a blocking surface, and the opening 5 coincides with a second passage 13 which is provided as a bypass in a wall of the collector region adjacent to the cylindrical channel 16. In this position, the charge air thus flows directly from the inlet 3 through the hollow cylinder 4 into the collector region 2, so that no cooling takes place through the heat exchangers 6, 8. Such an operating mode is selected, for example, in a cold start phase, in order to enable a rapid achievement of the operating temperature of the internal combustion engine.

In particular, the charge air may be admixed with a portion of recirculated exhaust gas. The admixture of the exhaust gas can take place before entry into the charge air duct according to the invention or in the charge air duct itself (not shown).

In a third position of the hollow cylinder 4 according to Fig. 5 the opening 5 is opposite the wall of the cylindrical channel 16, so that a complete closure or a complete reduction of the passage cross section of the charge air is given.

In an intermediate position, not shown, the opening 5 may overlap only partially with the first passage or the second passage 13, so that an adjustable, continuous reduction of the passage cross-section or an adjustable throttling of the charge air flow is achieved. In order to ensure a high accuracy of adjustment, the blocking surface or wall of the hollow roller has adjacent to the opening 5 no smooth edge, but a geometric structure in the form of a toothing 14 (see Fig. 3 ). The toothing can also be angled in the direction of the roll center, so that the roller 4 does not hang on the housing 1 during rotation.

For gasoline engines, the use of a roll restrictor may also be of interest due to space constraints, but more accurate throttling, e.g. over larger gears, be possible. The position of the open bypass can be omitted here, since the benefits for consumption are hardly measurable.

In operation, the roller 4 is moved from the position "open throttle with intercooling" ( Fig. 2 ) via the position "Bypass open" ( Fig. 4 ) to the position "Throttle closed" ( Fig. 5 ) turned clockwise as shown in the drawings. The possibility of not using the bypass channel can be throttled starting from the position according to Fig. 2 can be achieved by turning counterclockwise.

All of the embodiments described below 6a to FIG. 9 is common that two presently parallel rows of fittings 17 are provided for mounting to the cylinder head of a three-cylinder engine, namely two upper screw 17a and two lower screw 17b. The glands are each shown as cylindrical channels of defined length in the figures, whereby only their required space is shown. The screws or tie rods themselves serving to define the charge air duct on the cylinder head are not shown.

The two parallel rows of screw connections have in the present case a distance of 90 mm (distance between the channel centers). The outer diameter of the hollow cylinder 4 is very similar in the embodiments and is in each case between 60 mm and 65 mm.

Each of the four embodiments 6a to FIG. 9 has, as in the first embodiment, a first heat exchanger 6 and a second heat exchanger 8, between which a deflection of the charge air takes place in a deflection region 7. Likewise, in each case a first passage 12 and a second passage or bypass 13 are present, and the basic function of the actuator 4 in the form of a hollow cylinder 4 is also identical in each case.

In the embodiment according to Fig. 6a to Fig. 6d Both heat exchangers 6, 8 are arranged between the rows 17a, 17b of the screw 17. This limits the summed height of the heat exchanger in a height direction H to present less than 90 mm, but usually allows an extension in a longitudinal direction L, which corresponds to the entire width of the cylinder head.

In addition, this design offers a particularly simple way, both heat exchangers as for example in the example Fig. 1 as different sections of a single heat exchanger insert form.

The lower screw 17b extend below the charge air duct and do not collide largely with its housing. You can cooperate, for example, not shown fastening tabs on the edge of the charge air outlet 2a.

The upper screw 17a extend in sections in recesses 18 in the form of beads, which are integrally formed integrally with material in a second deflection region 19 of the charge air duct, which also forms the collector region 2. In all of the embodiments described, the charge air channel is made of plastic, so that the recesses 18 can be formed by injection molding.

The second deflection region 19 follows downstream of the second heat exchanger 8 and leads to optimize the installation space, the charge air in a semicircular arc around the space provided for the hollow cylinder space, so as bent around the actuator guide. With respect to the direction of rotation of the deflection takes place based on Fig. 6a first, a deflection in the clockwise direction in the first deflection region 7, then a deflection in the counterclockwise direction to the beginning of the second deflection region 19, and then in the further course of the second deflection 19, a deflection in the clockwise direction and ultimately counterclockwise again.

Overall, by the deflections and the changes in the direction of rotation a good mixing of the charge air downstream of the heat exchanger 6, 8 done.

According to the embodiment Fig. 7a to 7d is the first heat exchanger 6 outside the parallel rows 17a, 17b, in this case predominantly below the lower row 17b arranged. The lower row of the screw 17 penetrates the housing of the charge air duct between the heat exchangers 6, 8, wherein tunnel-shaped recesses are provided integrally of the same material. In one not shown, the recesses may lie in a parting plane of two housing parts.

The lower, first heat exchanger 6 is formed shorter in the longitudinal direction L than the second, between the Verschraubungsreihen 17 a, 17 b disposed heat exchanger 8. This also applies to the length of the hollow cylinder 4, so that in a bevelled portion 20 of the housing of a further requirement of the Space is taken into account. In particular, the shorter first heat exchanger can be positioned between the two lower screw connections 17b, ie, in the lateral plan view Fig. 7b covering with the lower screw 17b. As a result, the overall height of the charge air duct in the height direction H can be kept small.

In the example below Fig. 7a to 7d can, for example, after Fig. 6a to 6d , In particular, a greater height of the heat exchanger 6, 8 are present in the height direction H, whereby the pressure drop is reduced.

In the example below Fig. 7a to 7d it is also possible that the heat exchangers 6, 8 as different sections of a single Heat exchanger insert are formed, although the design to be catered for is a bit more complex than in the example Fig. 6a to 6d ,

According to the embodiment Fig. 8a to 8d extend in contrast to the previous embodiment, both heat exchangers 6, 8 over the entire longitudinal direction L, wherein the lower screw 17b between the heat exchangers 6, 8 pass, so the lower heat exchanger 6 is disposed completely below the screw 17b. The housing is in lateral plan view ( Fig. 8b ) substantially like a U-shaped curved channel, wherein a free central region 21 remains and the bypass 13 is formed not only as a simple opening of a housing wall, but as a short connecting channel of the hollow roller 4 with the outlet region 2.

The example after Fig. 8a to Fig. 8d allows a particularly low pressure drop, but requires a relatively large height.

Fig. 9 shows a further example in which an overall S-flow heat exchanger is present. The heat exchangers 6, 8 are similar to the example Fig. 6a to 6d shaped and dimensioned, but arranged virtually rotated by 90 °. Both heat exchangers, which are in particular formed as sections of a single heat exchanger insert, are arranged completely between the screw rows 17a, 17b. The charge air does not flow through the heat exchangers in the depth direction T, as in the other examples, but in the vertical direction H. Between the heat exchangers 6, 8, a first deflection region 7 is provided for deflection through 180 °, and downstream of the second heat exchanger 8 a second deflection region 22 or 22 is provided Collector area 2 provided.

The second deflection region 22 initially deflects the charge air by more than 90 ° in an opposite direction of rotation with respect to the first deflection region, after which a small deflection is again effected in the opposite direction. Just like the second deflection area in the example Fig. 6a to 6d the deflection region 22 thus has a turning point or a point of change of the direction of rotation about the longitudinal direction L.

The upper screw 17a pass through tunnel-shaped recesses 18 in the first deflection region 7, which forms the uppermost part of the charge air duct here. The lower screw connections pass through tunnel-shaped recesses 18 of a connecting channel 5 between the hollow cylinder 4 and the first heat exchanger 6 as well as tunnel-shaped recesses 18 through the second deflection region 22 or collector region 2.

The three embodiments described below Fig. 10 a to Fig. 12d relate to all arrangements in which downstream of the heat exchanger 6, a further heat exchanger 8 is arranged. In each case at least one channel-shaped bypass 13 is provided, which starts at the roller-shaped actuator 4 and opens downstream of the (first) heat exchanger 6, but upstream of the further (second) heat exchanger 8. In this case, the first heat exchanger 6 is in each case designed as a high-temperature heat exchanger, which is integrated in a cooling circuit of the engine coolant. Typical coolant temperatures with a warm engine are in the range of 90 ° C. The subsequent, second heat exchanger 8 is designed as a low-temperature heat exchanger, which is connected to a low-temperature branch of the cooling circuit. The coolant temperatures present here are significantly lower and can reach the temperature of the ambient air. It is alternative or additionally also conceivable that the low-temperature heat exchanger is flowed through by a refrigerant of a refrigerant circuit.

Another commonality of the embodiments according to Fig. 10a to 12d consists in an upstream of the cylindrical actuator 4 arranged throttle member 23 which is drivably adjustable via an electromotive actuator 23a. The throttle member 23 is disposed in each case in the same cylindrical channel 16 as the roller-shaped actuator 4 and formed as a circular throttle whose shaft passes through the cylindrical channel 16 transversely. Through the throttle member 23a, the inlet 3 or cylindrical channel 16 can be completely shut off so that, for example, in the case of a diesel engine, a shutdown of the engine via the throttle valve can be made. As a result, it is possible to dispense with complex sealing measures with respect to the actuator 4, which otherwise would otherwise be required by the aiming of a complete shut-off capability by the actuator 4. In addition, can be achieved by the throttle valve 23 support the throttling setting in the range of extreme throttling, for example, to generate a sufficient negative pressure for high-pressure exhaust gas recirculation in the partial load range downstream of the actuator 4. In addition, meet all of the three embodiments Fig. 10a to Fig. 12d the same space requirements for boltings with the internal combustion engine as the examples described above 6a to FIG. 9 ,

In the case of the embodiment according to 10a to 10e is the upstream of the further heat exchanger 8 opening bypass 13 of the only bypass of the charge air duct. The charge air thus always flows through the further heat exchanger 8 in each position of the actuator 4 at least.

The cylindrical channel 16 with the actuator 4 and the two heat exchangers 6, 8 are located according to the lateral plan view Fig. 10c essentially in one plane and are arranged one behind the other in the flow direction of the charge air. The bypass 13 is formed as extending above this level, flat curved channel which opens into a gap 24 between the heat exchangers 6, 8.

In the bypass 13 recesses 18 are formed, by means of the housing 1 by cross-top screw similar to the example Fig. 6a-6d be provided. Lower glands also run analogously to the example Fig. 6a to 6d completely below the housing. 1

Furthermore, an electromotive actuator 25 for actuating the actuator 4 is arranged on the housing 1 laterally and on the end portion of the cylindrical channel 16 opposite the throttle member 23. The actuator 25 comprises a linearly displaceable rod 26, which is connected via a ball head bearing with an eccentrically arranged to the rotational axis of the roller 4 pin 27 of the cylindrical actuator. By means of driven movement of the rod 26, the pin 27 and with this the roller of the actuator 4 is adjusted, so that the various above-described guides the charge air can be adjusted.

According to the embodiment Fig. 11 a to 11 d is in contrast to the example 10a to Fig. 10e another, second bypass 28 before. The arrangement of actuator 4 and each of the heat exchangers 6, 8 in a plane is maintained as well as the arrangement of the first bypass channel 13 above this plane. In addition, below the plane, the further bypass channel 28 is now more similar to the first channel, flat and over the width of the housing 1 extending molding provided. The second bypass 28 opens downstream of the two heat exchangers 6, 8, so that in this way a guidance of the charge air with complete bypass of all heat exchangers 6, 8 is made possible.

The second bypass channel 28 has analogous to the first bypass channel 13 recesses 18, in which the lower screw connections of the charge air duct are arranged with the internal combustion engine.

Overall, the actuator according to the embodiment according to Fig. 11a-11d Thus, an additional fourth position in which the charge air is performed with complete bypass of the heat exchanger 6, 8 through the second bypass 28. As previously stated, in the first position in the sense of the invention, the charge air is led from the inlet 3 through all the heat exchangers 6, 8 to the outlet 2a. In the second position, the charge air is passed through the (first bypass) 13 with at least partial bypassing of the heat exchanger, in the present case with complete bypass of the first heat exchanger 6. In the third position of the actuator 4, a targeted throttling of the guided through both heat exchanger charge air.

It is quite generally understood that a targeted throttling of the charge air can be adjustable depending on the requirements with respect to the second and / or fourth position, so the guidance of the charge air through a bypass 13, 28.

Fig. 12a to 12d show a further embodiment of the invention, in which, as in the previous example according to Fig. 11a-11d a second bypass 28 and overall an identical function of the charge air duct is present. In contrast to the previous example a different spatial arrangement of the components in the housing, resulting in a higher and shorter design, which may be advantageous depending on the requirements.

The two heat exchangers 6, 8 and the outlet 2a are further arranged in a plane one behind the other. The actuator 4 is not arranged in this plane, but above. Of the cylindrical channel 16 of the actuator 4 fan-like branch off three channels, namely a main channel 12a for guiding the charge air through both heat exchangers 6, 8, the first bypass channel 13 for guiding the charge air from the inlet 3 to the gap 24 between the heat exchangers 6, 8 and the second bypass channel 28 for guiding the charge air from the inlet 3 to the outlet 2 a with complete bypass of both heat exchangers 6, 8.

Similar to the examples Fig. 7a-7d or Fig. 8a-8d here are tunnel-shaped recesses 18 for a number of glands that pass through the housing 1 between the plane of the actuator and the plane of the heat exchanger 6, 8. In an alternative design, the actuator may be arranged above the heat exchangers 6, 8 instead of above the heat exchangers 6, 8 (eg by turning the device over by 180 °).

Fig. 13 shows a further embodiment of the invention, in which as in the case of Examples Fig. 10a to Fig. 12d a to the actuator 4 additional throttle member 23 is provided. The throttle member 23 is formed as in the previous examples as fixed on a shaft 29 throttle, wherein the shaft 29 is driven rotatably.

In contrast to the exemplary embodiments described above, however, the drive of the shaft 29 does not take place by means of a separate actuator (see, for example, actuator 23a in FIG Fig. 10a ), but by means of the actuator 25 driven movement of the actuator 4, which is transmitted by means of a coupling mechanism 30 to the throttle member 23.

The coupling mechanism 30 functions as follows:

On a front side 31 of the roller-shaped actuator 4, a cam or link structure 32 is formed on which a sliding block 33 abuts a only in its longitudinal direction movably mounted push rod 34. The push rod 34 is coupled at its opposite end with a rotary link 35, which transmits a linear movement as a rotational movement on a shaft 36. The shaft 36 is guided out of the housing 1 via a sealing rotary bearing 36a and transmits the rotational movement to a rotary handlebar 37 and a handlebar 38, which in turn drives a rotary handlebar 39 by means of a ball joint 38a. The rotary handlebar 39 is fixedly connected to the shaft 29 of the throttle valve 23, which leads via a sealing pivot bearing 40 back into the housing 1 and the charge air duct.

A first spring 41 and a second spring 42 provide clearance compensation and force application of the throttle valve 23 in the closing direction.

Overall, a closure of the throttle valve in response to the position of the actuator 4 can be effected directly in this way. By suitable shaping of the link structure 32 can be achieved as needed, for example, that a closure of the throttle valve 23 takes place only in an immediate end region of an adjustment of the actuator 4.

In Fig. 14 is a modification of the coupling mechanism 30 from Fig. 13 shown. In contrast to Fig. 13 the sliding block is here in two Directions forcibly guided by it by means of a groove 33a with a link structure 32 dammed, which is designed here as a radially projecting rail on the circumference of the cylindrical actuator 4. By comparison to Fig. 13 Further positive guidance of the sliding block can be dispensed with one of the two springs 41, 42. Apart from this, the transmission of the movement of the sliding block 33 to the throttle valve 23 otherwise takes place largely as in the example Fig. 13 ,

In the Fig. 15 The shown disassembled variant of a coupling mechanism is based on the example Fig. 13 on, in which the movement of the roller-shaped actuator is transmitted by means of a front-side cam 32 on the sliding block 33.

It is noted that the mechanism is shown here in connection with the example of a further, not shown housing form. In this case, the housing has a deflection region 7 between the two heat exchangers into which a (second) bypass 13 opens, through which the upstream heat exchanger 6 can be bypassed. Further, the roller-shaped actuator 4, the air flow even while bypassing both heat exchangers 6, 8 lead directly into the collector area or outlet 2, analogous to the position Fig. 4 in the first embodiment. So there are two alternative selectable bypasses.

It is understood that the features of the individual embodiments can be combined with each other as desired. For example, the additional throttle member 23 in each variant described, in particular with or without coupling mechanism, be provided on each of the described embodiments.

It is advantageous that the charge air flow to the upstream of the two heat exchangers and before the downstream of the two heat exchangers, a deflection, in particular by 180 ° experiences.

It is advantageous that after the downstream of the two heat exchangers the charge air flow experiences a further deflection in a second deflection region, in particular in the form of a guide bent around the actuator or in the form of a deflection of at least 90 °.

It is advantageous that the number of screw connections is either four, in particular for connection to a three-cylinder engine, or five, in particular for connection to a four-cylinder engine.

It is advantageous that a recess for the housing by cross-bolt material integrally formed integrally with the housing, in particular in the form of a groove or a tunnel.

It is advantageous that the heat exchanger comprises a stack of flat tubes, wherein the flat tubes are flowed through by a cooling fluid and are flowed around by the charge air.

It is advantageous that in addition to the actuator, a throttle member is provided, by means of which a particular complete shut-off of the charge air is adjustable.

It is advantageous that the throttle member has an electrically controllable actuator which is provided in addition to an electrically controllable actuator of the actuator, wherein in particular the electrically controllable actuators of throttle member and actuator are directly electrically coupled.

It is advantageous that the throttle member and the actuator are connected to each other by means of a coupling mechanism.

It is advantageous that downstream of the heat exchanger, a further heat exchanger is provided, wherein in the second position, the charge air is passed bypassing the heat exchanger through the bypass and subsequently flows through the further heat exchanger.

It is advantageous that the heat exchanger is designed as a high-temperature heat exchanger and the further heat exchanger as a low-temperature heat exchanger.

It is advantageous that in a fourth position of the actuator, the charge air is guided from the inlet to a second bypass, wherein the second bypass opens downstream of the further heat exchanger.

It is advantageous that the actuator is arranged substantially in a plane with the two heat exchangers, in particular also in a plane with the outlet of the charge air duct.

It is advantageous that the two heat exchangers and the outlet are arranged substantially in one plane, wherein the actuator outside this plane, in particular completely above or completely below the plane, is arranged.

Claims (13)

1. A charge air duct for an internal combustion engine, comprising a housing (1) which has at least one inlet (3) and at least one outlet (2a) for charge air,
   wherein a heat exchanger (6, 8) for cooling the charge air is disposed in the housing (1),
   wherein a bypass (13) for at least partially circumventing the heat exchanger (6, 8) is disposed on the housing (1), wherein a control element (4) for influencing the charge air flow is disposed on the housing (1),
   wherein in a first position of the control element (4), the charge air is routed from the inlet (3) to the heat exchanger (6, 8), and wherein in a second position of the control element (4), the charge air is routed from the inlet (3) to the bypass (13), characterized in that in a third position, the control element (4) forms an at least partial reduction of a passage cross-section for the charge air, in that the control element (4) is disposed in a notably substantially cylindrical duct (16), wherein the charge air flow is notably diverted by approximately 90º in the region of the duct and in that the control element (4) is designed as a roller that can be rotated about an axis.
2. A charge air duct according to claim 1, characterized in that the charge air duct is designed as an intake manifold of the internal combustion engine.
3. A charge air duct according to any one of the preceding claims, characterized in that the control element (4) comprises a blocking surface, wherein the blocking surface has a geometric structure (14) so as to reduce the passage cross-section.
4. A charge air duct according to any one of the preceding claims, characterized in that the housing (1) comprises a diverting region (7) for the U-shaped diversion of the charge air, wherein the diverting region (7) is disposed notably downstream of the heat exchanger (6) and upstream of an additional heat exchanger (8).
5. A charge air duct according to any one of the preceding claims, characterized in that the housing (1) is composed of at least two housing parts.
6. A charge air duct according to any one of the preceding claims, characterized in that a tie rod (15) is provided on the housing (1), wherein the tie rod (15) effects in particular a reinforcement of a housing wall in the region of a gasket (14) of the control element.
7. A charge air duct according to any one of the preceding claims, characterized in that the control element (4) is slidingly seated against at least one gasket (14).
8. The charge air duct according to claim 7, characterized in that the gasket (14) is integrally cast with the housing (1).
9. A charge air duct according to any one of the preceding claims, characterized in that the housing (1) has an at least in sections multi-wall design, wherein notably a coolant flows between the housing walls.
10. A charge air duct according to any one of the preceding claims, characterized in that the housing can be fixed to the internal combustion engine by way of two, notably parallel, rows (17a, 17b) of screw connections (17), wherein in particular at least one of the screw connections (17) passes through a part of the housing.
11. The charge air duct according to claim 10, characterized in that the heat exchanger (6, 8) is disposed between the parallel rows of screw connections (17a, 17b).
12. The charge air duct according to claim 11, characterized in that an additional heat exchanger (6, 8) is provided, wherein the additional heat exchanger (6, 8) is disposed either between the parallel rows of screw connections (17a, 17b) or outside of the parallel rows of screw connections (17a, 17b).
13. The charge air duct according to claim 12, characterized in that the heat exchangers (6, 8) have either varying lengths, or the same length, in a longitudinal direction (L) transversely to the flow direction.

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